Automotive power drive control system and mechanism



p 1952 GIT. RANDOL 2,612,247

AUTOMOTIVE POWER DRIVE CONTROL SYSTEM AND MECHANISM Z Filed April 5, 1944 10 Sheets-Sheet 1 G. T. RAN DOL Sept. 30, 1952 AUTOMOTIVE POWER DRIVE CONTROL SYSTEM AND MECHANISM Filed April 5, 1944 1477-0 IPA/E).

Sept. 1952 G. T. RANDOL 2,612,247

AUTOMOTIVE POWER DRIVE CONTROL. SYSTEM- AND MECHANISM Filed April 5, 1944 10 Sheets-Sheet 5 p 1952 G. T. RANDOL 2,612,247

AUTOMOTIVE POWER DRIVE CONTROL SYSTEM AND MECHANISM Filed April 5, 1944 l0 Sheets-Sheet 4 Sept. 30, 1952 s. T. RANDOL AUTOMOTIVE POWER DRIVE CONTROL SYSTEM AND MECHANISM 1o Sheets-Sheet 5 Filed April 5, 1944 p 30, 1952 I G. T. RANDOL 2,612,247

AUTOMOTIVE POWER DRIVE CONTROL SYSTEM AND MECHANISM Filed April 5, 1944 10 Sheets-Sheet 6' P 1.952 G. T. RANDOL 2,612,247

AUTOMOTIVE POWER DRIVE CONTROL SYSTEM AND MECHANISM G. T. RAN DOL Sept. 30, 1952 AUTOMOTIVE POWER DRIVE CONTROL SYSTEM AND MECHANISM Filed April 5, 1944 10 Sheets-Sheet 8 v M Vim-0e.- GLE/v/A 7 FHA/00L,

G. T. RANDOL Sept. 30, 1952 AUTOMOTIVE POWER DRIVE CONTROL SYSTEM AND MECHANISM Filed April 5, 1944 10 Sheets-Sheet 9 9% mam:

, Sept. 30, 1952 T, RANDOL 2,612,247

AUTOMOTIVE POWER DRIVE CONTROL SYSTEM AND MECHANISM 10 Sheets-Sheet 10 Filed April 5, 1944 mun? Patented Sept. 30, 1952 UNITED STATES r'reu'r OFFICE aoromo'rrvn rowsa nerve. coma-on SYSTEM AND MECHANISM Glenn '1; Randol, St. Louis, Mo.

'Anolicaimnjs nis, 1944, Serial No. 529,535,

(01. ism-ans 41, Claims. '1

This invention relates to variable-ratio power drive-systems for automotivevehicles, and in; particuiarto novel and improved powerand person ally-operable means forvarying-theratios thereof and for operating'thefrictionclutch to facilitate said ratio; changing.

The invention seeks, as a. salient object; toprovideimproved means. for simplifying the control of a change-speed gearing having a plurality of dififerent forward speed ratios .or-drives, v

Another important object or: my invention is to provide, in an. automotive vehicle including a three. speeds forward and reverse transmission, a simple and durable mechanism, power-operated' iii-part; for operating, said transmission, all

of the forward; speeds thereof being conditioned for operationby a single manual operation of said mechanism, and the second and highigear drives of the transmission being effected by power means, the latter operation being facilitated by personal operation of the friction clutch coupling.

A further object of my invention is .to provide, in a power drive system of an automotive vehicle comprising an accelerator, a' frictionclutch'coupling, 'three speeds forward. and reverse. transmission, and, a gear-shift lever; means, for, operating and facilitatingv the operation ofv thetransmission, said means including power means com: prising a servomotor, which is automatically operable after the shift-lever is placed in its forward drive controlling position and the, accelera-.

tor is released into engine idling position, to establish. the transmission, either in its, second gear drive or its high. gear drive, upon decl'utching the friction clutch cou pli'ng to faoilitatethis operation yofthe transmission, said means further including manually-operated. means, for activatingeither low forward orv reverse, speed drive and establishing the neutral non-drive condition of the transmission: at'will.

A further object of my invention is to provide, in a power drive system of an automotive vehicle including a three speeds forward and reverse speed drive transmission, a friction" clutch 0011-,

upon initial declutching of the friction clutch coupling to neutralize low speed gear, and subsequent declutchingoperations of the clutch to Yet another object of my invention is to pro vide, in a power drive system of an automotive vehicle includinga three speeds forward and reverse transmission, a friction clutch coupling and a transmission operating gear-shift lover,

a personallyand power-operated mechanism for operating the transmission and clutch, said mechanism including a shift-lever and clutch operated force-transmitting linkage for personally operating the transmission in part, power means for operating the transmission to alternately establish the same in the, high and intermediate speed drives upon declutching the clutch to facilitate said operations ofthe transmission, and means operable, when the shift-lever is placed in its low speed forward drive position, to render the power means operative and to disconnect portions ofthe force-transmitting linkage to therebyprevent movement of the shift-lever out of said low speed drive position during, the neutralizing operation of 10W, speed drivev and sub,- sequentpower-operation of, the transmission, and a further object of the invention is to, provide means for so controlling the power means as to accommodate an operation of the mechanism so that a resumption of the manual, operation of the transmission into low forward speed, neutral non-drive, and reverse speed drives when it, is desired to discontinue the power-operation thereof between high and intermediate speed drives. 7

A further object of my invention, is tov provide,

in a power drive, system. of an, automotive. vehicleincluding a three speeds. forward and reverse with the pedal operated to declutching position, and neutralization of low speed drive by operation of the clutch pedal into declutching position and subsequent power-operation of the transmission into its intermediate and high speed drives without disturbing the low forward speed setting of the gear-shift lever.

An object related to the object immediately preceding is the provision of novel mechanism in the positive clutch means whereby a two-way clutching connection is automatically effective between the gear-shift lever and the low-reverse speed operating mechanism to accommodate selective operation of the transmission drivemechanism into low speed forward drive, neutral non-drive, or reverse speed drive condition, said positive clutch mechanism also providing conversion of the two-way clutching connection into a one-way clutch connection to accommodate neutralization of the low speed drive without imparting movement to the gear-shift lever, and wherein the one-way clutching connection is automatically rendered ineffective and the twoway clutch connection effective by a movement of the gear-shift lever from forward drive range position to neutral non-drive position.

A further object of the invention is to provide improved control means for a change-speed gearing in which the movement of a single control member, such as a hand-operated lever, to a predetermined speed range position will condition for power-upshifting at least three of the forward gear ratios and alternately between second and third speeds after third speed has been activated, and the return movement of said single control member will positively neutralize any of the gear ratios which may be active.

Still another and more specific object of this invention is to provide an improved control means for a change-speed gearing having three forward speeds, which will enable the operator to manually obtain the lowest speed by a movement of an operator-controlled member from a neutral position to another predetermined position, and then subsequently to obtain the next higher and the highest speeds by the controlling of an actuatable member and without the necessity of changing the position of the operator-controlled member.

Yet another object of this invention is to embody in the control means above referred to, means which will enable the operator to alternately obtain intermediate and high speed drives at Will by means of controlling an actuatable member only after the highest speed has once been established.

A further object of this invention is to embody in the control means referred to, means for enabling the operator to manually neutralize the gearing at will by merely returning the operatorcontrolled member to its neutral position.

A still further object of the invention is to embody in a control means of the type referred to, power means for performing the changing of the gearing to intermediate and high.

A further object of the invention is to em body in a control means for a change-speed gearing wherein two operator-controlled members are employed in establishing three forward gear set ratios, means enabling the operator to establish the lowest speed gear set by manual movement of one member. and then subsequently neutralize said gear set by a personal movement of either of said members.

A further object of the invention is to provide improved control means for a change-speed gearing having three forward speed gear sets which will enable the operator to manually establish the lowest speed gear set by setting a member in a predetermined position, and then subsequently enable the operator to sequentially establish the intermediate and high speed gear set by successively controlling mechanism which is operable independently of the said settable member and which will further accommodate, after establishing said high speed gear set, the alternate establishment of the intermediate and high speed gear sets by further successively controlling the said mechanism.

A further object of this invention is to provide in a change-speed gearing control means of the type referred to, a single manually-controlled member movable from a neutral position to another predetermined position common to all forward speed gear sets, and wherein power means is employed to perform the shifting to intermediate and high speed gear sets including dual operator control means involving two operator controlled members, as, for example, a clutch pedal and an accelerator pedal.

A further object of the invention is to provide a control means for a change speed gearing which Will enable the operator to cause power means to alternately establish two difierent forward gear ratios by successive depressing and releasing operations of an accelerator pedal.

A further object of the invention is to provide improved control means for a change-speed gearing which is simple in construction, efiicient in operation, economical to manufacture, and which may be readily installed either at the factory as original equipment or on existing vehicles as an accessory.

Other objects of my invention will become apparent from the following description taken in connection with the accompanying drawings in which:

Figure 1 is a side view of a portion of a changespeed gearing and associated parts showing a control mechanism associated therewith and embodying my invention, the gearing and control mechanism having their parts in neutral position with the clutch pedal or actuating member shown in fully engaged position;

Figure 2 is a rear end view of Figure 1 showing the manner in which my improved control mechanism is mounted on the side of the gear-' ing casing;

Figure 3 is an enlarged view of part of the structure shown in Figure 1;

Figure 4 is a view showing the parts on the inside of the gearing casing closure plate, said parts being in positions corresponding to neutral condition of the gearing;

Figure 5 is a partial sectional view showing the gearing and control mechanism with the shiftable elements of the gearing in neutral position;

Figure 6 is a sectional view taken on the line fi6 of Figure 3;

Figure 7 is a sectional view taken on the line 1--1 of Figure 3;

Figure 8 is a sectional view taken on the line 8--8 of Figure 3; s

Figure 9 is an enlarged rear view of the parts of my control mechanism and the gearing casing cover;

Figure 10 is .a view of the movable parts mounted on the outside of the gearing casing cover, the parts being shown in their neutralmechanism for-low'gear so that low gear can; be'

engaged by moving-.certainparts to. the positionsshown,

Figure 13.- is. an enlargedview on the parts on the. inside of. the casing cover and-associated with the-function. of the second and. high. gear shifter fork, said parts. being in; theirneutral position as viewedinF eure 4;

Figure. 1.4 isaview of some oftheparts shown. in Figure. 4, said parts being in. positions where. low.- gear: ratio is. operative and. the. control valve. for operating: the. secondyand high gear ratiosconditioned for operation; asv a; result of the vehicle. clutchpedal being in the fully. depressed position. shown in Figure. 1.2

Figure. 15. is; a. view similar. to. Figure 1.3. but showing the partsin. positions where. low gear is. neutralized and. second gear ratio is opera: tive;.

Figure 1.6, is a view similar to Figure but. showing the. parts, in. positions where high speed ratio is operative;

Figure 1.7 is a: view taken. on the line ll-ll of. Figure 9;

Figure. 18.. is a view taken on the line 181-48 of Figure 9;

Figure 19 is a viewshowing the. mechanism for manually neutralizing low gear. ratio prior tothe. causing of the second and high gear. ratios to beoperative, said mechanism being in the position corresponding to. neutral. condition of the.- gearing;

Figure. 2.0 is. a view similar to Fi ure. 19. but

showing the. parts in the positions assumed immediately following. the. neutralizing of. low gear. ratio by fully depressing. thev clutch. pedal;

Figure. 21 is a. perspective. view showing-the lockin plate. associated with the. mechanismshown. inFigures l9. and 20;.

Figure 22 isa sectional. view showingtheopen. condition oithe' shut-off valve, said view being taken on the line 22-22 of Figure 8;

Figure 23 is a side view taken on. the. line 2.3--23 of Figure 2.4,. of. mvf improved power cylinder control valve, said. valve being in position to connectboth ends. ofthe power cylinder with atmosphere; I

Figure 29k is a. vertical. sectional, view taken on the line 24-24 of Figuref23;v

Figure; 25 is a horizontal sectional view taken on the line 25-25 of Figure 23;

Figure. 26: is a view taken on the line 26-26 of Figure. 25';

Figure 27' is, a view 'of the. valve parts in their locked position. as viewed on the line. 2 T2.'I' of. Figure 24; k

Figure 28 is an operated view of. the. parts shownin FigureZ'I; said. parts being in. positions corresponding to second gear ratio condition of the gearing;

Figure 29' is a. view similar to Figure 28' but.

showingthe parts in positions corresponding to high gear ratio condition;

Figure 30 is a. perspective. view; (if-tho control valve element. and double arm lever for rotating it;

Figure .31. is. an-operators. view of: the dial indicator and associated. pointer connected to the hand shift-lever:

Fieuretais a view of the dial. indicator of.

Figure 3.1 taken from the. line 3.2-4.2: thereof.

and showing details. of the. mechanical. connection between the handsh-iit-lever and said pointer;

Figure 33 is a view taken on the line 33-43 of Figure 1;.

Figure. 34 is: a. perspective view of the interlock supportin plate;

Figure 35 is; aperspecfi'vte view of. the master negitralizing. arm. for second and high; speed gear so 5;;

Figure 36. is an. exploded perspective view of the. parts.- of; the; neutralizing mechanism controlled hy the clutch; pedal for neutralizing; low gear; said parts; being thosev shown in Figures 19 and 20;;

Figure 37 is. a view. offlthe power cylinder mounting bracket-and the adius able stud forreleasing: the low-- gear neutralizin mechanism after lowgear has. be n. neutralized;

Figure 38. is a. view showing a, modified mechanism for shutting off the power cylinder control valve when the. hand. control lever is; moved to its lit-ultra v pos t n. said view showing the. parts 'in. positions c rresponding to neutral condition of; the gearing with the valve; in shut-off positions;

. Fig re 3.9. is. a view similaro Figur 3.8. butshcw s; the parts inxpcsitions assumed when he hand-lever at the. steering wheel is moved o; position;

Figur :015 av w of the. parts ihe modified mechanism which are onthe outsideof the cover plate Figure 41 is a view similar to Figure 1 but I showinga modified, control mechanism wherein the. accelerator pedal. is employed for actuating the power cylinder control. valve. to its operative position and. the clutch pedal is utilized only for. causing the gear ratio change to be accomplished;

Figure,- 42 is an enlarged view of the modified control valve said view being taken on the line 4 2 42 of Figure li and. the parts being shown with the. accelerator in fully released engine idling position and the main clutch. pedal in fully engaged position and the control. valve ele ment; in a position corresponding to second gear ratio condition;

Figure v43 is a view of the operating lever and selector cam as employed. in the modified form, said. view being taken on the line 43-43. of

Fi ure. 4.4. is. a vertical. sectional view taken on the 1 ine.44.-d4 of Figure 4.2;

Figure 45, is a horizontal sectional view taken on. the. line. 45-45 of Figur 42.;

Figure 46. a view of the valve. operating parts as. viewed. on the. line. Hi- 6 f. Figure i5. said Valve. element being. in a position. corresponding to se ond's ar ratio condi on;

Fi ure. 7. is a view similar to Fi ur 4.6 but showing the valvev element in. a position corresponding to high. gear ratio condition;

Figure .48. is a. view showing the clutch pedal actuated shut-01f valve. moved to. its open po sition y the f ly d sen aged position of. the.

clutch. pedal;

Fi ure. so. is an enlarged view. partly: in section, of the shut-01f valve controlled by themaster neutralizing lever, said valve being. in shut-off condition;

the low and reverse gear shifting fork in its three positions corresponding to neutral, low gear, and reverse gear condition, respectively, of the gearmg. I

Referring to the drawings in detail and first to Figures 1 and 5, there is disclosed a conventional change speed gearing generally indicated by the numeral I with which my improved control mechanism is associated, this gearing being enclosed in a casing 2 provided with a cover plate 3 and situated between the usual engine A of the vehicle and the usual propeller shaft 5. Between the engine and the change speed gearing is the usual friction clutch coupling mechanism (not shown) having an actuating sleeveii (see Figure 5), said clutch being employed to disconnect the transmission of the power from the engine to the gearing for any desired purpose including the facilitating of gear ratio changing. This clutch is controlled through sleeve 6 by the clutch pedal "I and a cross-shaft 3 carrying a fork 9. e 5

The particular change speed gearing illustrated is a conventional type having three forward speed drives and a reverse gear drive. "The gearing arrangement is shown in Figure 5 and'comprises a driving shaft Ill and a'driving gear II which is connected through the friction clutch so as to be driven by the crankshaft of the engine. The

gear I I constantly drives a countershaft I 2 which carries gears I3, I4, I5, and I6, gear I3 being in constant mesh with gear II. Axially aligned with the driving shaft and gear II is a driven shaft I I connected to the propeller shaft 3 and I having rotatably mounted thereon a gear I 3 constantly meshing with gear IA of the countershaft to thereby provide the second or intermediate gear ratio. The driven shaft I 'I has splined thereon a'combined low and reverse gear I3 which is adapted to be engaged with an idler gear 23 constantly meshing with gear IS on the countershaft to thus provide the reverse gear ratio or when engaged with the countershaft gear I5 to provide low speed ratio. driven shaft is a double clutch element 2i which is positioned between gears II and I8 and is emplayed to selectively connect either gear I3 tothe driven shaft or the driven shaft directly to the combined drivingshaft I I] so as to provide a direct or high speed drive. r

The combined low and reverse gear i3 is controlled by a shifting fork 22 which is pivotallymounted in an arm 23 secured to the inner end of a shaft 23 journaled in the rear end of the gearing casing cover 3 (see Figure 8). By rotating this shaft ln'opposite directions the shifting fork 22 and gear I9 may be shifted in opposite directions from neutral or central position shown in figure 2 to thereby obtain low or reverse gear ratios. The double clutch element 2I is controlled by a shifting fork 25 which is pivotally mounted in an arm 26 secured to the inner end of a shaft 21 journaled in the forward end of the casing cover 3. The outer end of this shaft Also splined on the g has secured thereto an arm 28 for rotating the shaft to thereby move the shifting fork 25 and the double clutch element 2I in either. direction from neutral position, as shown in Figure 2, to thereby establish the second or intermediate speed ratio or the high (direct) speed ratio.

Referring to Figures 8, 9, 1'7, 18, 19, 20, 21 and 36, the mechanism associated with the controlling rotatably mounted thereon a sleeve 29 provided with an arm 33, the sleeve and arm being maintained on the shaft by a nut 3| A second sleeve 32 is positioned inwardly of the sleeve 29, said sleeve being splined to the shaft 2 3 and backed by a coil spring 33. The sleeve 29 carries opposed lugs 33 on its inner end for cooperation with slots 35 on the adjacent end of the sleeve 32 to thus provide a two-way clutch means between the two sleeves whereby sleeve 29 can rotate sleeve 32 and shaft 24 whenever the clutch is engaged. A third sleeve 36 is rotatably mounted upon sleeve 29 and the outer end of this sleeve carries an actuating arm 31. Also mounted on sleeve 32 is a fourth sleeve 38. The inner end of sleeve 33 is provided with spaced cam notches 33 which are arranged to cooperate with cam lugs 40 on the adjacent end of sleeve 38. Sleeve 38 is held from rotation by a plate 3| clamped to cover 3 by a bearing plate 52, said plate 4| carrying a projection 43 which is received in a slot 43 in the surface of sleeve 38. The sleeve 38 is arranged to move sleeve 32 axially by engaginga flange 45 carried on the inner end of the latter sleeve. It is thus seen by the construction and arrangement of sleeves 32, 36, and 38 that upon rotation of sleeve 36 in the direction of the arrow (Figure 19) sleeve 33 will bemoved axially away from sleeve 36 by the camming action between notches 33 and lugs 40. The axial movement of sleeve 33 will carry with it sleeve 32 and thus disengage the clutch means between sleeves 29- and 32 which comprise lugs 34 and slots 35.

The inner end of sleeve 32 between clutch slots 35 is provided with an arcuate slot @Iifor receiving a square pin '31 carried by sleeve 38, to provide a one-way clutch means between sleeves 32-36 when said pin is in abutting relationship with an end of slot 46. When the parts are in the positions shown in Figure 19, the pin will lie approximately in the central part of slot 43, thus accommodating limited relative movement ian either direction between sleeve 36 and sleeve 2. and outside thereof is a coil spring 49 having one end connected to the bearing plate 32 and its other end connected to lever 37 (see Figures 8 and 9).

When the gear shifting fork for the low and reverse gear I9 is in its neutral position, the parts of the mechanism on the outer end of shaft 24 will be in the positions shown in Figure 19. Levers 30and 31 on the outer ends of sleeves 23 and 36 will have the positions shown in Figures 3, 10, and 11. Under these conditions sleeve 29 will be clutched to sleeve 32.. Consequent y, if lever 33 is given a clockwise rotation from the position shown in Figures 3, 10, and 11, shaft 242 will be rotated therewith in a clockwise direction, and gear I9 meshed with the idler gear 23 to establish reverse speed ratio. Sleeve 36 will not be moved due to slot 46. If lever 33 should be given a counter-clockwise rotation from the position shownin Figures 3, l0, and 11, shaft 2 5 will also be rotated therewith due to the clutchconnection between sleeves 29 and 32. This will move gear I9 forwardly into mesh with the countershaft gear IE to establish low speed ratio.

Lever 30 is adapted to be operator-controlled by a gear shift handle or lever which is mounted on the steering column of the vehicle. As best A protecting sleeve 48 surrounds sleeve 33 v adren l?) shown in Figures '1, 3, 31, a rod 50 connects lever with an arm 51 secured tothe lower end of 'a shaft 52,'saidsha'ft being inparallel relation to the steering "column 53 with its lower .end journaled in a bearing bracket 54 "carried by the lower end bf thesteering column and its upper end journaledin a bearing '55 carried by the upper en-dot the steering "column. Adjacent this latter bearing the shaft has secured thereto a 'handle '56 which extends out wardly in parallel relation to the :planeof the steering wheel 51. Alsoearried by thefsteerin-g column above the handle ls'a bracket fip havin a slot 59 and adjacent indicia (see Fifgure 3'lL 'The indicia employed are the numerals *R, 'N, and F to indicate reverse neutral, and forward, it being-noted th a'tthe ffN-ihd-icia lies between the R and the FF" :ln-dici-a whlc'hfare placed at the ends of the slot. Arpivotally mounted pointer 60 .is-operatively connected-to the upper end of shaft '52 for rotation therewith as illustrated in Figure f32 ,and ha'sfrts free end arranged to bereoeivedin slo't59 v 7 When handle 56 is in the 'N position the combined low and reverse seers 'will'be in its neutral position, as "shown-in Figure 5. If the handle should be moved so-that the pointer indicates R, then reversegear' ratidwilldae estabat anaspnng t9 returns-sleeve as to the position shown in Figure-19 If the 'handlev'er 561cc 'st from-the neutralj N position to the forward drive F position, the armfiil and the first sleeve 29 will be rotated counterclockwise (see Figures 1,3, 10, 1 2, and-36 The two-way connected clutch elements 34, will transmit this rotational movement into similar counterclockwise rotation'ofthe second sleeve *3-Zfand 'thence to the shaft 2% to effect engagement of first speeddrive. During this operation, thethird-slee-ve 36-is notrotated, nor is the sleeve ring 38. Rotational movement is aforesaid o'fj'the second-sleeve 3'2'without imparting any movement to the third sleeve 36-, places "the low'er 'end (Figure 36') of the slot -46-of the second-sleeve adj-acent to the pin d 'l' carriedby the third sleeve '3'6, the 'slot'accommodating-s'uch lost-motionrelative movem'ent between the sleeves 32,,36. y

Thereafter, when the *clutch pedal 1 isoperated to torquee'interrupting position, the "arm' 31 is rotated "to move the third have 3 6 clockwise.

The initial part of such sleeve movement 'dravvs theea'm notches-or grooves on the sleeveiifi along confronting oam rises on the axially movable slfe'eve ring 88, displacing it -and-the sleeve -32 I axially through continuous abutting relationship lished. If the handle 'i's-m'o'ved s'o that the pointer indicates F, low"spe'ed"r' ftio avillbe established and intermediate "and high speeds conditioned for power operation.

The lever '31, which is carried-by sleevefae surrounding sleeve 29 ,fis adapted {tobe c'ontr'olled by clutch pedal 1 'of'themainclutch. fI-he'connection provided between the clutch p'edal and lever 31 is best 'shown-inFig ui'es 1, 3','10, '1 1 ,-and 12, and comprises a "rod 6 "connected to-levr -31 at one end, and providedwi'th'a*slot'M' at its other end for receivinga 54 secured to the clutch I p 83 has pivotally mounte'dthereon'a dbgi'GS for cooperation with a p in B B on the {rod whereby arm '64 may be looked'to'the rod whenever the clutch pedal is depressed. dogfl is'hormally biased into looking position yga sprin'g 6' 1 is arranged to be nameless hen proje'ctlon 158 carried thereby engages with sin-adjustable stud 69 mounted on-a bracket lflfsecuredtothe"gearing casing 2 by the "s'z'xrne' olt's *tha hold th'e casing to the enginexsee F1gures1 anu3 oe The stud bolt 59 is-not' engageauntuthe clutch pedal is depressed to a position'beyond that "required to disengage-the main clutch. ;Wheh the dog becomes unlocked, rod *6] will be free "toreturn to'its normal position, as best shown infFigure 12.

Thus it is seen that-whenthe-'cluteh-pedal is moved to fully depressed position; lever 31 and sleeve 36' are given" arotation by the clutch pedal from the-position shown in Figlir- 1'9 330 that shown in Figure 20and released toreturhto the position shown in Figure 1'9 without'the-heees'sity of releasing the clutch'pedal. The'ro'tatibnof sleeve 36 by the clutch pedal'w ill result in s'le'eve 38 being moved axially and when dog 65' is released, sleeve'38 will be returnedby the action of spring 33. During the rotation'of sleeve ifi there will be no rotation of "shaft 24 due to 'thefaot that the square pin 41 will be-merely'movedt0 the lower end of slot 46in the end ofsleeve 3 2. The sleeves 2-9 and 32-will--beunclutohed'by the rotation of sleeve 936,- but *"thev-willegain be clutched together Whenever i the dog releases 'rod Slfrom its comiecti oil'vvit h the clutch pedaierm.

of the *inner endgof sleeve-wing -'3-8 with the annular flange 45. This-initial movement dis cestnesee ndsleeve 3 2 aneue-ndaisengages "the lugs a l from "their edepe ung notches, or slots s5 efthe -twe-way -clutc'hfmeans etw en thehrstsmeVe zeanditheseeorid sie ve sz. 'i't' hese lugs are axially shorter thanthe ar-1 41 on the "third sleeve, and the pin ill not vvithdrawn "from; the slot -46'i-n th'e end-of the sleeve 32 "the aforementionedailal movement; The 1 angular "movement 'o'ift'he sleeve 36 -as stated post tio'nstheplh F! 'adjabei-lttb the lower nd-(Fiigfile 36 of the open slot 46 for subsequent move e'n't into the one way c'onnecting relationshipthereto. 'Ifhe'reupon,-'furtherf angular movenfieht of the arm 31 and sleeve 36 by the pedal 1 through asterconnectin mechanism w n eau'se the pin 4 1 to engage the end of "the slot teenai 'e't-urh the sie v'e arena-theses: speed gear late n k drive p'osition, without imparting "any mo ement =tofsl'eeve as. line; peaks of the came to will-ride 23 3 1 11 6 --outer 'e n'd of-the {sleeve 36 t us 'maifitain the o' jy "clutch connection at, as

Sliliif-lg bf the'hahd e a Upgnftum I "hand lever its N? clutch connection win-be restored effectiveauto- "matieally -so that gear 7! 9 may se manaauy -eem trolledfinto its; darerenjt operative positions'indepeaceably oftheaforementioned.-pedalop ieu thereof. It thus Senthatth clutch-pedal is empmyea to neutralize lovvearupon theflrst depressing" movement-thereof 'ro1lewlng the es b'- l i 'shffiht of the low Speed lafiio'by rflbvhih "(if "the hand-1e 56 mounte d below the steering Wheel. The previously referred to lever 52a, vvh secured to the outer end-of shaft 2 1 for operating the -gear -shifting'fork 2-5 for thegdouble" element: l-,"-is pp rati e1y-ee'nneeted tofb' motor showrias I one 'eXample of power jmea'ns and generally indioated byflthe reference numeral '11, This power cylinder comprises;-a"'cy linder"12 mounted atone end to an extension oft h e viousl'y-mentionedbracket I0 secure to t inghousing. *Within the cylinder 'p having t ""is'ton red-"14 which extends th rOll the rear end of the cylinder and is connected-to lever 28. The piston 73 is arranged to be in the centralpart of the cylinder when the double clutch element is in its neutral position as shown in Figure 5. By this arrangement a movement of the piston to the forward end of the cylinder results in the double clutch element connecting gear It to the driven shaft to establish second speed ratio, and a movement of the piston to the rear end of the cylinder results in the double clutch element directly connecting the drive and driven shafts together for high speed ratio or direct drive. The power cylinder is controlled by a main distributing valve means which is embodied in the lower part of the forward end of the gear casing cover 3. s As will be noted from Figures 24, .25, and 26, the casing cover has a compartment I5 which is closed by a cover plate It. Within this cover plate is a bore 77 receiving a cylindrical distributing valve element 18 which has secured thereto on: its inner end, a double arm lever 19, said valve element and double arm lever being shown in Figure 30. The valve element is provided with opposed slots 8G and Bi which are divided by a Web portion 32. The cover plate 76 is provided with four passages 83, 8t, 35, and 86 (see Figure 23) communicating withbo re H of the valve element at points spaced 90 apart. communicate with the atmosphere through a con ,duit 8' 1, said conduit leading to an air filter 88 which is secured to the bottom side of the gearing casing 2, as best shown in Figures 1 and 3.

The rear passage 84 is connectedby a conduit I 89 with the rear end of cylinder 12 of the power eylinder. The forward passage 86, which is onposite passage 84, is connected by a conduit W with theforward end of cylinder 12 of the power cylinder.

The bottom passage 85 is connected by a conduit ill with a shut-off valve 92 mounted in the rear end of the gearing casing cover below the shifting fork operating shaft 24 (see Figure 8). Fromthis shut-off valve a conduit 93 leads to a source of pressure fluid, shown by way of'example, as an inlet manifold 94 of the engine 3. Theshut-off valve 92 is employed to cut-off the connection between the manifold and the distributing valveand comprises a bore 55 in the cover which receives a cylindrical valve element .96. The valve element has connected thereto an operating shaft 97 which extends to the inside of cover 3 andcarries on its inner nd an arm 98. This arm is providedwith an open-ended slot 99 for reception of a pin I60; carried by a pro- V jection on arm 23 below shaft 24.

v The valve element 96 (shown in section in Figure 22 ;is so I provided with a cross-slot IOI that conduits 9i vand 93 can be placed in communication with each other. As shown in Figure 22, the valve igpositioned so as to place the two conduits in communication with each other and, under, these conditions, arm 98 will be in theposition shown-in Figure 4 which is the position of the shifting-fork carrying arm 23 corresponding to the neutral condition of the combined low and reverse speed The top passage 83 is adapted to ,gear l9. Whenever the arm 23 is turned in either direction from theposition shown in Figure 4 the, pin and slot arrangement between arm I 23 and arm 98 will result in the moving of valve elementi 96.. If arm 23 is moved to established reverse gear ratio, the shut-off valve will move ;to closed position. If arm 23 ,-is moved to, establish lowspeed ratio, the valve will also become a ea closed. When low speed ratio is neutralized, the valve-"willbecome openwhen gear I9 becomes ,disengaged'from gear l5, The positions of the valve slot corresponding to low and reverse gear ratios are shown indashed lines in Figure 22. The various positionsofarm. 98 which controls thefvalveelement'of the shut-oh valve are shown by full and dashed lines in Figure 14.

Referring again to-the distributing valve and particularly to. the structure shown in Figures 23 to 29, thevalve element 18 there'of'is adapted to be actuated by areciprocating bar H32 mounted for sliding movement in the cover plate 76, said bar having a slot Ill?v through which extends the short shaft of the valve element carrying the double armlever l9v previously referred to. ,The rear end of the bar hasa finger member I (It pivotallyvconnected thereto by a pin are. The free end oi this'finger carries a pin Ills which is adaptedto engage in recess Iiil'or ass in the opposed arms of the double arm lever lil to thereby provide connections for turning the valve element 18 in opposite directions from its central shut-ofi position shown in Figure 23. The finger is normally biased by aIspring M9 to a'position wherein it is parallel with the bar I 02, said posi tion being shown in Figure 27. In this position pin I66 can be selectively guided into either recess it! or I08 in a mannerv to be later referred to. Bar 32 has secured thereto aplate-Hil which lies between thebar and the finger, said plate being provided with a v-shaped end Hi which is adapted to cooperate with a V-shaped notch H2. in theback edge of the double arm lever I9. ."By meansof the V-shaped end and the V-shaped notch the valve element will always be returned to its central shut-off position whenever bar I22 assumes the position shown in Figure 27 which is the position causing the suction to be shut off from the engine intake manifold and both chambers 'cf the power cylinder connected to ,the atmosphere to thus facilitate the neutralizing operations.

Bar I02 is reciprocated by an arm H3 which i yieldably connected to a shaft l Hi by a coil ,of shaft H4 outside the cover carries a short'arm I I8 whichis adapted to be actuated by the clutch pedal through anarm I20 formed as an extension of thelpreviously .mentioned arm E l movable with the clutch pedal. The arm I 23 carries an adjustable pin -I2 I which engages lever. I 49 for actuating said arm. A relatively strong coil spring-I22 has one end connected to arm H9 and its other end connected to the cover so as to provide Spring means for moving the arm and .bar I02 to the positions shown in Figures 28 and 29 after being actuated and released by arm 125 which is movable with the clutch pedal; By means of the structure just described it is seenthat when the clutch pedal is depressed to a; position beyond clutch-disengaged position therewill baa-rotation of the shaft I I4 and a longitudinal.movement of. bar 92 from the posi-' tionsshownin Figures28'and 29 to the position shown Figure 27. Upon release ofthe clutch spree-4r 13 pedal the spring :I2'2 will return bar 102 tothe position shown in Figures 28 and 29. I

' The selecting means for determining tow'hich arm of the double arm .lever I9 finger I04 will be connected when the bar and linger are moved by spring I22 comprises a short shaft I123 mounted in the cover and :carrying on its inner end a head I24 provided with a V-shaped surface I25 just lying rearwardly of pin 106 on the finger when the finger is in its inoperative position shown in Figure 27. The apex of this v-shaped surface normally .lies in the position shownjin Figure 26 when second and high speed ratios are inoperative so that upon movement of bar 102, pin I06 will .be guided toward recess in'the lower arm of the double Iarm lever; If the apex of the V-shaped surface I should be rotated slightly in a counter-clockwise direction from that shown in Figure v26, it is .seen that it will lie in such position as to guidepin I116 into urecess I08 of the upper arm of the double arm .lever. Thus it .is .seen that this V'-s'haped surface on the head of shaft I23 provides a selecting :means for determining which :arm =01 the. double .arm lever will, be engaged and moved whenever the bar is moved. longitudinally to the left from :the position shown in Figure 1271. The end of the shaft .I 23 which projects into the gear-casing :carrie an arm 126 having on its free end a pin I21.

A 'coil spring I28 biases this lever :to the position I show-n in Figures 13 and 14 which causes the V--shaped surf-ace I25 to :be its normal positi'on as shown in Figure'26.

Als'ojournal'ed in the casing cover E3 along side the shaft I23 is a second shaft I29 which carries on its inner end a locking hook I30 :(see Figure 26) which .is adapted to hook over :the one 'end of pin I05 by means of which the finger member is pivoted to the bar, thus locking the bar against movement. The end of shaft 129 which projects into the gearing casing has secured thereto a short arm I 3I and rotatably mounted on theshaft adjacent this 'arm is a second :longerrarrn I32, said latter arm being yieldably connected to. the short arm by .a coil spring I33. There is also provided in surrounding relation to shaft 129, a coil spring I40 which tends to :bias the shaft I29 and arm I3I to the position shown in Figure l said position being the one corresponding to the unlocked condition of hook I30, as shown dashedlines in Figure 26. p

Arm .126 carried by shaft I23 is adaptedto-be operated by :a projection I41 carried on'the lower side of arm 26 in which the shifting fork- 2.5mm mounted. The projection is so arranged that fpll'l I21 on the arm will be engaged and thearm moved only when the shifting fork is moved to the second gear posit-ion, which position is'shown' in Figure 15. As already noted, the movement .of this arm I26 will move the V-shaped surface I25 so as to cause pin 106 to ride into recess I28 of the double arm lever.

(The arm I32 is adapted to be moved by ;a master neutralizing lever .I 42 which is mounted on the inner end of a'shaft I43 journaled-inthe cover plate 3. The 'outerend of thisshaft is provided with an arm I44 which .has .an-open slot I45 in itsend. This slotisarranged to cooperate with a pin MB which is carried :by .an arm 1 formed as' an extension :of the previously mentioned arm"30 on the outer end of. shaft 24. and controlled by the handle on the steering column. Themaster neutralizing lever 142 .has cooperating with recesses therein, a detent-I 48 which yieldably :holds ;it in its two operating "positions to. which it is moved by the handle on the steering column through the connection between arms I44 and I41 justreferred to. The master neutralizing lever will be in the "position" shown in Figure 13 when the handle is in N position. The :parts on the outside of .the :casing will then be as. shown inFigure 10.. .If the handle should be moved. to the Rl position for manually lestabli-shing reverse gear ratio,. the pin will merely move away; from .arm I44 and there will be no movement of the master neutralizing. lever I42. However; if the handle should. be moved to the F position; the pin and slot connection between arms I41 and I44 will result in movement of the master neutralizing lever so that it will assume the position shown in Figures 14, 15., and 16.

The master neutralizing lever carries a pin 9 which is adapted to cooperate with the long arm I32 yieldably connected with shaft I29 which controls the hook to lock the reciprocating bar I02.

Wh'en the master neutralizing lever is in the full line position shown in Figure '13, which corresponds to neutral position of the gearing, pin I49 will engage -arm I32 and so -rotateshaft I39 as a to place "the hook in the locked position shown in Figure 26. When the hook is locked, .b'ar I02 will b'e inthe position .shown'in Figure 2'? having been moved to this position by a disengaging movement of the clutch pedal prior to the N setting of the handle. When the master neutralizing lever is moved to its other position shown in Figures 14,- l-5', and 16 as a result :of the handle being put in Ff position; pint-49 will release the arm I32 soth'at the hook can assume unlocked position shown in dashed lines in Figure 26 thereby freeing bar I02 so that spring I 22 can act to move .said 'bar "to the position shown in Figures 28 and '29 when the clutch pedal is released.

The upper :end of the master neutralizing lever I'421is also provided with a pin; "I50 which is adapted to cooperate with a bell Ecrank lever I BI pivoted on the inside ofthe casing closure plate 3. Adjacent this bellcrank lever is a second bell crank lever I52 which is 'so arranged and positioned that when the pin I50 on the neutralizing lever engages and moves the bell crank lever I5I', bell crank lever 'I52 will also be moved. These bell crank levers are --constructe;1 and mounted so that thearms thereof can engage oppos'ite sides of the rear end or the mounting pin of shifting fork 2 5. It will 'be-noted from Figure 14 that when the "master neutralizing lever assumes the position shown, which corresponds to the-"' F setting of theihandle, pin I50 on the lever will. not .in any way actuate the twobell crank levers I5I and I52 and consequently the shifting -fork carrying arm :26 can rotate in either .direction from its neutral position to obtain the second and high speed ratios. Howevergifthe master neutralizing lever is moved by it'hesteermg column handle to the positionshown in full lines in Figure 13, thenpin I 51) will "engage the bell crank lever .I5fI and so operate hoth he'll crank levers thatit'hejgear shifting 'fork 25 and the double :clutchelement- 2I will be returned to the central orneutral'positionregardless of which speed ratio was active prior to'themoving'of the master neutralizing lever to t-hefull line position shown in Figure 1Z3. f

There is also provided yieldable detent means for the two gear shifting fork carrying -'arms "so thatithese armswi'll be yieldably held in their various positions. 1v This :detent Imeans comprises a bart'li53 carried on shafts and; 2111 andi'pr lovided with a slidable member I54 arranged to project betweenthe two arms 23 and 26 which carry the two gear shifting forks. This member I54 is provided with a bore in which is positioned a spring I55 acting upon two balls I56 and I! at the'ends of the bore. The ball I56 cooperates with'three recesses I58 in the arm 23, and ball I51 cooperates with three recesses I59 in arm 26. The three recesses I58 correspond to the neutral, low, and reverse gear positions of the shifting fork .22, and the three recesses. I59 correspond to the neutral, second, and high gear positions'of the shifting fork 25.. The member I54 carries a pin I60 which is engaged by a shoulder IBI on the master neutralizing .lever, thus providing stop means. for limiting the extent of movement'of said lever when handle 56 is moved to F position.

Operation Referring to, the operation of the described control mechanism for the change-speed gearing, the various parts thereof will be in the positions shown in Figures 1, 3, 4, 5, 6, 7, 8, 10, 13.19, 23, 25, 26, 27, and 31 when the handle on the steering column is in the N position and the engine clutch is engaged. Under these conditions the distributing valve element 18 will be positioned as shown in Figure 23, wherein the web portion cuts off passage 85, and passages 84 and 86, which are connected to the rear and forward ends, respectively, of the power cylinder are in communication with passage 83 leading to the atmosphere. The valve element will be maintained and locked in this shut off position by the functioning of hook I which will be in the position shown in Figure 26. The bar I 02 which is being held by the hook will be in the position shown in Figure 27, having been placed there by a prior full disengaging movement of the clutch pedal during neutralizing which will have acted upon arm I I9 to pull bar I02 forwardly and free the hook to drop in behind pin I05 under the action of the spring I (see Figure 13), it being noted that arm I32 has been operated upon by the master neutralizing lever prior to said disengaging movement of the clutch pedal. In the event the neutralizing lever should be moved to neutralize the gearing prior to full depressing of the clutch pedal, arm I32 will, nevertheless, be operated notwithstanding the hook cannot be moved to locked position because the bar has not been moved sufficiently. This movement of arm I32 is effected by spring I33 connecting arms I32 and I3 I. The shut-off. valve 92 will be in the open position shown in Figure 22 but suction from the manifold cannot reach the ends of the power cylinder due to the distributing valve element being in the shut off position shown in Figure '23, as previously mentioned. In the neutral position of the gearing, the V-shaped selecting surface I25 will be in the position shown in Figure 26 so as to be ready to guide the pin I06 on finger I04 to engage in recess I 01 of the lower arm of the double arm lever I9.

If it should be desired to obtain reverse speed ratio, all that need be done is to move the clutch pedal'to the extent of its travel and then set the handle 56 in the R" position. When the clutch pedal is moved, rod 6| will be operated together with sleeve 36, but as soon as-the clutch pedal reaches the end of itstravel, rod 6i will be disconnected and sleeve 36 returned to the position shown in Figure I9 under the action of spring 49. This will two-way re-clutch sleeve 29 with sleeve 32 so that when handle 56 is moved, the shaft 24 tweenarms I47 and I44.

16 will be moved with it and gear I9 meshed with the idler gear.

If low speed ratio is desired, the handle is set in F position after the clutch pedal has been fully depressed. The movement of the clutch pedal actuates sleeve 36 but'it will be returned when rod SI isdisconnected from the clutch pedal and consequently the sleeves 29 and 32 will be two-way connected together at the time the handle is set in "F position. This movement of the handle will c'au'segear'. is to be moved forwardly and establish low speed ratio. When low speed ratio has been established; sleeve 32 will have been moved from the position shown in Figure 19 to a position wherein the square pin 411s adjacent to but spaced from the end of slot 40in the sleeve.

During the establishing ofthe' reverse and low speed ratios the complete depressing movement of the clutch pedal will have no eifect upon moving the distributing valve element 18 since it is locked in the position shown in Figure 23. Also there will be no possibility of any strain being placed upon the parts for operating bar I02 since arm II9, which is engaged by arm I20 and movable with the clutch pedal, is yieldably connected to shaft I I4 by spring I I5. This spring allows for over run of the clutch pedal after the distributing valve element is closed as shown in Figure 23. When low speed ratio has been engaged by a manual movement of the handle, the master neutralizing lever I42 will be moved to the position shown in Figure 14, and when this position is assumed, hook I30 will be released from its locked position, shown in full lines in Figure 26, to its unlocked position shown in the dashed lines in the same figure. This unlocking of the bar is brought about by the moving of pin I49 on the I master neutralizing lever away from arm I 32.

This releases spring I40 to function to rotate shaft I29'which carries the hook and thus place thehook in unlocked position. The moving of themaster neutralizing lever is brought about only when the handle is set at F, this being accomplished by the pin and slot connection be- The positions of the parts'on the outside of the casing when the low gear is engaged are shown in Figure 12, this figure also showing the clutch pedal still in its fully depressed position. When the clutch pedal is released to bring about movement of the vehicle, bar I02 and finger I04 will assume the positions shown in Figure 28, having been moved there by spring I22; This will cause the distributing valve element to be moved to connect passages and 9I but passage 9| will not be connected to the manifold since the shut-off valve 92 is in closed condition due'to low speed ratio being established; Thus the power cylinder will not be operated.

Should it now be desired toshift to second speed ratio, all that need be done is to fully depress the clutch pedal. It will not be necessary in making the shift from low tosecond to disturb handle 50 on the steering column as it remains set in F position. The depressing of the clutch pedal will result in sleeve 36 being turned in the direction of the arrow shown in Figure 19. The initial turning movement of the sleeve will result in sleeves 29 and 32 being disconnected which disables the two-way clutching connection therebetween so that the one-way clutching connection 46,41 may be utilized in neutralizing the low speed drive. Following this the square pin 41 on sleeve 36 will engage the end of slot 46 on sleeve 32 and: move said .sleeve; shaft 24, the shifting fork carrying arm 23, and gear I9. Consequently 28 to the position shown in Figure 27. This places the distributing valve element in the posi tion shown in Figure 23where both ends of the power cylinder are cut off. As the clutch pedal is continued to be depressed, the shut-off valve 92 will then be opened. Upon release of the clutch pedal, the strong coil spring I22 will now function to move bar I02 to the left from the position shown in Figure 2'? to the position shown in Figure 28. The pin I06 on finger I02 will be caused to again ride into recess I01, being guided there by the .position of the V-shaped surface I25 (see Figure 26). As .a result of this move- 1 ment of the bar, the distributing valve element I8 will be turned to a position to connect the forward end of the power cylinder to the inlet manifold 94 of the engine and'the rear end of thepower cylinder to atmosphere, it being noted that the shut-off valve 92 is now in open position so that the manifold can communicate with the distributing valve. The movement of the piston of the servo-mechanism to the forward end of its cylinder will cause the double clut-chelement H to be moved rearwardly, as viewed in Figure .5, to connect the second speed gear I8 to the driven shaft. This shift is all accomplished before the clutch pedal has been released sufiiciently to result in re-engagement of the clutch. As the clutch pedal is continued to be released,'the friction clutch will be engaged and the vehicle can be driven in second speed ratio.

' When the gearing is in second speed ratio, the distributing valve element 18 will remain in the position to connect the forward end of the power cylinder to the manifold and the partsfor controlling the distributing valve element w-ill'be-fin the positions shown in Figure 28. In connection with the controlling of the distributing valveit is to be particularly noted that it is placed in'the position to effect energization of the servomechanism during the return movement of'the clutch pedal'fr-om its fully depressed position and that the actual turning of the valve brought about by the action of spring I22 and not by any direct mechanical force transmitted from the clutch pedal. I

With the gearing set in second speed ratio if it should be desired to obtain high speed ratio or direct drive, this is accomplished byagain' merely depressing the clutch pedal. The handle on the steering column need not be disturbed from its F setting. When the clutch pedalis depressed,

the engine driven clutch will be disengaged and arm I20 will rotate arm H9 and move bar I02 forwardly to the position shown in Figure 27, thus placing the distributing valve element, 18

back in the position shown in Figure 23. When the clutch pedal is again released, spring I22 will then become active to move bar I02 rearwardly to move the distributing valve element. As the bar moves rearwardly, pin I06 on the f nger will be guided into recess I08 in-the upper arm of the double arm lever 98, thus establishing such connection between the finger and the double arm lever as to cause the distributing valve element to be set in a position wherein the rear end of "the power cylinder is connected to the manifold 18 of the engine and the front end of the power cylinder to atmosphere. The piston'of the servomechanism will now be moved from the forward end of its cylinder to the rear end and the shift of the double clutch element will take place'to establish high speed ratio on direct drive. The reason that pin I06 on the'finger will be guided into recess I08 is the new position of the V-shaped "selecting's urface I which has resulted from a counterclockwise rotationof shaft I23 from the position shown in Figure 26. The rotation of the fully depressing the clutch'pedaL- Theestablishment of this latter ratio will be broughtabout shaft takes place at the time the second speed ratio is established. This will be apparent from "viewing the positions of the parts shownin Figure 15, whichcorrespond. to the second gear ratio. When the second speed ratio isestablished, the shifting fork' 25 is moved by arm 26 and as this arm rotates, projection IAI thereon will engage pin I21 on arm I26 and give a rotation-to the member having the V-shaped' surface :25am

place'its apex on the lower side of pin I06.

With high speed ratio established the second speed ratio may bore-established at anytime-by in a manner already described 'sincethe depressing of the clutch pedal and its releasewill cause operation of the power cylinderso that the piston will move from the rear end to the forward end of its cylinder. Itwill be noted also'thatwhen high speed ratio was established, the V-shaped selecting surface will" have been returnedto the position shown in Figure 26 so that when bar-I02 is released by the pedal and operated by spring I22, th pin'in the finger will ride into recessj-IOT and thus again place thedlstributing valve element in a position to bring about the shifting, of

the gearing from high speed ratio to second speed ratio. In connection with the changing of the V-shaped selecting surface to bringabout the re-establishing, of 'second'speed ratio, particular attention is called to Figure 16 wherein the parts are shownin positions assumedwhen high speed ratio is established. It will be noted that under these conditions projection'IM on arm 26 has been moved away'from pin I2! so that spring I28 can returnthelever to the position wherethe V-shaped surface, is on the upper side of pin I06 and thus is in aposition to guide the pininto the proper recess I01.

With the gearing in the second speed media can'againbe placed in high speed ratio by merely fully depressing the'clutch pedal and then/releasing it. Subsequent movements of the clutch pedal to fully disengaged position will'result in alternate shifting between secondand'h'igh speed ratios. v

It is also to be noted that with each depressing movement of the clutch pedal there will be .no tendency to cause any 'shifting'of gear IQ for each time that the'clutch pedal is fully depressed rod BI will merely rotate sleeve 30 and nausea disengagement of the clutch means between sleeves 29 and 32. Since the end of slot Mican no longer be engaged by the square pin 41 (oneway clutch connection) as a result of its movement with sleeve 38, there willb'e' no rotation of shaft 24. When the clutch pedal reaches its fully disengaged position, sleeve 30 .will always be released by the disconnection of rod BI from E239 'ii-Fi position; to; N?:':position.:;; Witlnthezicldtch cpedal'ziullyzdepressed ate thettimethe'handle' is .cnnoved-dever: 30 and-:sleeve*29;moved:thereby. will :1 be; returnedtozthes position shown'inxFigure 19. ci'sincer arm-ti I 4.1-. isriani-integ'ral: extension of." lever z r 30, it will bra-moved from thez'position shown in ;-l"?igure:."12; tow-theirposition ash'own in jEigures 10 :nand 11: .-This will rotate the; master neutralizing .2 lever I4Znand move it from theposition :shown in Figures 14; 15,-:and'16 to. the positionshown in: fullalines in' Figure- 13. Such movementrwilllcause: the xzbell crankieversifylzandr I52 tozbe sormovedzthat :-th' e :gear shifting; fork 2 5, whether: in :either :the zwhigh or second:speed:,ratiovp'osition; :will a be returned toeneutrah position shown, in figure 13, thereby s rneutralizingr they: gearing. When the master "neutralizing :lever is: returned to-the; posication, shown in full?- lines 1 in Figure 1 3 .;arm' ,5 3 2 :Willi be -moved, by. gain: ,I 49,:thereby placing ;hook ?1!'|3Bf'(Figu1'E ;26) in condition tOmIOCk bar-M82- in the position shown in'Figure 271.. Upon-release of T V'theclutch-pedal'the parts on-theioutsidetof the a casing covenwillthen assume .the positions shown in-Figure 10;; Thelreturn ofitheshifting fork 25 to: the neutral position will also;- result in the =return ofzthepistonofl-the power cylinder to its central-i position-asshown. inv Figure 1, -this.-re- ,-.turn of ithe pistn--:be ing;afreely :accomplished .'-.7--dueto rbothiends of the cylinder being-connected I to atmosphere. I

When the handle is. returnedto its.-N :position and after .iullydepressing .the clutch pedal, v the sleeves associated with shaft 24 -Wi11-. assume rth'e-lpositions ,shown: in Figure 19 with the two .qinnersIeeVes .2-9hand 32. two-way. rescl-utched to+ vgether-bylspringe33, it-being noted that sleeve 3.6- is: already in the position shown .wdue toarod filphavin'gnbeen disconnected from arm. 6.4, atthe theclutch pedalireaches,therfullwdepressed ,..,.-positi'on. v i1 rIflthe gearinghshoulclbe in low, speed. ratio and itlshould' be,1desired tosneutrali'ze -the gearing, this is.also. accomplished bydepressing thevclutch .7 pedal .and. then setting .the handleiin. NZ. :posi- M ...tion.1 Under these conditions the mere depression of. the clutch-pedal .will cause. the low, speed ..ratio, tonberneutralizedi; L'IheApin 4'! ion sleeve 36 v'villiipick cup sleeve 32-Hand turn, shaft .244 to the ,position rvvhereagear |9vwi11.be disengaged in a manner already described inconnectionwiththe -.ineutralizing of low speed rationpriontoathe en- -gagingl oft second speed. ratio; ith the clutch pedal, in. disengaged position; the moving of the Qhandl'e toTNZ .'p'osition' 'willsnow uoause a locking .T of the: distributing Jvalve element. shut off position-as show'n'in ,Figure 23mlnrthis neutralizingof low speed ratio it is to be particularly noted that the forcewhich brings, about the neutralization is produced by the force acting on .the' clutch pedal oriequivalent. member and not byany-foree transmitted-through. the mechanism .i connected t with thenhandle 56. 4 None of the features to be notedinconnection with the control means just described is the: ara-r'angement vwhereby-reverse and lowrgear acan be -established .andneutralize d; by" the-handle: 6 finvthe same? manner asznowr-donewby' present .sltotally-manual" geareshiiting=.zmechanismhav-ing larhandle'xonrthe'ssteering column. If the trans-- :..missiorr is: in neutral and the' -clutch--pedal has beenfully depressed', the combine'd *low and re- -'verse gear' IB'may bemoved at will either-forwa'rd1y or backw-ardly from its neutrahposition (shown'in' --Figure 5) in thesame'manner as is:

;liar-partsarezrdesignated;by thasametu-efeitence mdonexwith a .conventional;manuaghgeareshifting e'iihechanism.

Adeature' ofthe inventionzw-hich intoaheaparticularly noted is that the driver need'ionlwemake 5; :;one setting of..the;handle.- 5B for allthreeatorward zazspe'e d3. drives. a 7 After: making this asettingi rlow speed willsbeananuaillyiengaged;andtthereaitemall eushiiting will:be;acc0mplished;by; merely depreswf sing the clutch; pedal-:andreleasing it.a.- Low;spe'ed i'drive :will be:(automa-ticallyeneutralized: andwsecmend speed: idrive-restablished y-whenrrthe clutch pedal is fi-rstrdepressed: after:theavehiclmhasrbeen rrmoving.in-llowrspeedadrivel; T-hei-next depressing of theclutch pedal Willrresult myth-e establish- 'ment of 1- the; :high speed: drive: and seach-ws-ubse- 'quent depressing of :the clutch; pedal .wiflaalter- -:nately.- establish second: and w'highv-speedrrki-rives. :At :any time the operatormayrneutra'lizeithegear- ;;ingby-:-mer elydepressing the; clutchspedaimand Modified distributing udlve control'a'ndppcmtz'on Inffi'igures38; 39;.and'4Q1there is shown zanmodirfied" constructioniwhich is employed: to. take; the place of the hook-rlock-(arran ement 43D hown vin thecontrol mechanism iustzdescri-be iraSimi- .numerals which are used-inr describing-thegcontrolameehanismz shown: in the :previousgfigures. :In; place, of- .-the :.sma1l--- shaftr-J 2 91 which carries -hoo l 30,, shown in Figure -26-,xthere is! substituted aeshort shaft! 2 9 The innerriend of Lthis-shaft carries ant-arm 62 which is arranged to weepcrate ,with a 'pini49;:(carriedvby--=themmaster neutralizinglevenll .4 2 ,-saidzpinr 49! replaeingthe 1 previously refer-redtopin 149.1: The end ot-shaft ..,-l 2 9 .which extends intmohamben 1,5 v-has-secured theretoanarm al63 which is. provided adjacent to its-free. end with azslOl'iJ B4 for-receiI/Iingpind 05 carried by bar I02, said pin IE5 alsorbeingrtheyone employed to pivot finger I84 to thezbar.

.With this modified construetiondarm 162;;32vi1l be positively :moved by, pin M9; err-the nnaster neutralizinglever to. the position shown, im -Figure..38 duringithe idle-movement ofthe cmaster neutralizing lever before engaging thee-neutralizing lever 15! in the. manner previouslyfdescribed. to neutralize the gearing, that is, when theihandle. isnset in. N:. position "Thisewill .resultin arm,- l63 being held in at positionwherev in-fingerl04 wi-ll be. in .the position coextensive -with ban-I02 t andithus the barqanolltl'iei finger cannot be 'moved. to-..ch ange theiedistributing valve elementv from its shut ofiposition-,Q- as 1 shown in, Figure 26.- 'When the hand-lever; 56 70, is setinltheWF. position, themastenneutraliz- .ing ,leven will ,-,assume, the position ;ShO Wna in Figure 39.. vIUnder these conditions pin e149 .olwillimove .awayirom armi.-i62 to thus free the 7 bar to bejunder the. control of the .clutch-, peda1 75. and. spring; [22 so.,tha t finger: I 04- can, selectively 

